Automatic engine-stop.



(No Model.)

n. B. CUNNINGHAM.

AUTOMATIC ENGINE STOP. (Applicion led Mar. 12, 1900. j

Patented luly 3|, |900.

IMI/m" STATES.

yP A'IEerr (jericae RICHARD B. CUNNINGHAM, OF'PORTSMOUTH, OHIO, AssiGNoR Or-rwo- TI-IIRDS T o LnvI D. roux, or SAME PLACE.

AuToMATmI-:NGINE-STOP.

SPECIFICATION forming part ofV Letters Patent N o. 655,146, dated July 31, 1900. Application filed March 12, 1900. Serial No.'8,321. (No model.)

To @ZZ whom it may concern: Y

Be it known that I, RICHARD B. CUNNING I do declare the following to be a full and' clear description thereof.

My invention relates to engine-stops, and has for its object to provide means for closing the throttle of an engine when the speed thereof exceeds that desired.

With this object in view my invention consists of a power device attached to the throttle ofl an engine normally held inactive, in combination with means operated by a mov ing part of the engine when the same exceeds the desired speed to trip said power device and render it operative to close the throttle, and thereby stop the engine.

My invention may assume various mechanical forms, one of which is referred to in the accompanying drawings, in which* Figure 1 is a diagrammatic View illustrating the operation of my invention, and Figs. 2 and 3 are details on a larger scale.

Referring to the drawings, 1 represents the wheel controlling the throttle-valve of any suitable engine. Operatively securedto said wheel is a cord 2, extending over suitable pulleys 3 and tand having depending from the end thereof a Vweight 5, a suitable device for taking up the slack of the cord 2 being shown at 6.

7 is any revolving part of the engine, here shown as the ily-wheel, and has secured, near the periphery thereof, pivoted levers 8 S, provided with shoulders 9 and springs 10, which, latter normally retain the free ends of the le-` vers within the periphery of the wheel 7.

Mounted on any suitable iixed portion of the engine, here shown as a standard 11, is a bell-crank trigger-lever 12, connected by a` rigid bar 13 to a pivoted lever 14, whose free end extends outward in close proximity to the shoulders 9 on the levers 8. The bellcrank trigger-lever 12 has on itslower end a notch orA shoulder 15, (see Fig. 2,) which normally engages the inner end of the lever 16, pivoted at 17 and supporting upon its outer arm a weight 1 9, whichweight has attached thereto acord 20, extending from the pulley 2l and secured to a trigger 22, mounted on `of said lever supports the weight 5, attached V to the cord 2, as hereinabove described.

The operation of the device is as' follows:

The weight 19 being hung upon the lever 16 and the latter being retained in its horizontal position by the bell-crank trigger 12 and the weight 5 being sustained by Outer arm 25 of the lever, whose Opposite arm is engaged by the trigger 22, and the springs 10 being so tensioned as to prevent the levers S from Hying upwardunder centrifugal force until the 4revolutions of the flywheel become more rapid than desired, and the throttle being opened, with the cord 2 partially wound around the operating throttle-wheel 4, the engine is set in motion. When the speed of the ily-wheel becomes too high, the levers S, acting under centrifugal force, are thrown outward, when one of the shoulders 9 of said levers will engage the lever 14 and give it an upward thrust, turning the bell-crank trigger 12 upon its pivot and freeing the lever 16 'and permitting it to turn under the iniluence ofthe weight 19, which latter is thereby dropped off of the lever and produces a pull on the cord 20, thus drawing the trigger 22 and permitting the weight 5 to fall. The falling of this weight 5 operates through the cord 2 to turn the throttle-wheel l and close the throttle-valve, thereby stopping the engine.

Thedevice 6, besides taking up the slack of the cord 2, permits the ordinary and normal movements of the throttle 1 (such as starting or stopping the engine by hand) without affeeting or releasing the trigger which sustains and holds the power device or weight 5 inoperative.

It willbe apparent to those skilled in the art that various modifications may be made in the structure herein described without departing from the principle of the invention,

and it is to be understood that all such modi-1 fications as are included within the scope of the claims hereof are within the scope of the invention.

Having thus described my invention, what I claim is= vice.

-nary movements of the throttle inoperative,

asecond power device connected to said triggerl mechanism', a second trigger normally holding the second powerdevice inoperative, and means actuated upon the excessive speed of the engine to trip said second trigger de- Intestimony whereof I have affixed my sig- .nature in the presence of two witnesses. RICHARD B. CUNNINGHAM.

Witnesses:

F. C. SEARL, Jr., JOHN PEEBLES. 

